Marine vessel and ship



Sept. 7,1926. 1,599,312

R. M. ZU LYNAR PASSY-DE CHIMANG MARINE VESSEL AND SHIP Original F le 825, 1921 2 Sheets-Sheet 1 w a t MAM awa 511 61 6 60014211 1 Sept. 7

R. M. ZU LYNAR PASSY-DE CHIMANG MARINE VE SSEL AND SHIP Original FiledDec. 23, 1921 2 Sheets-Sheet 2 Patented Sept; 7, 1926.

UNITED STATES PATENT OFFICE.

ROGHU'S MAX zU LYNAR IPASSY-DE CHIMANG, OF NEW YORK, N. Y., ASSIGNOR TOMAR-DE-PASSY CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF NEW vYORK.

MARINE VESSEL AND SHIP.

Refiled forabandoned application Serial No. 524,478, filed December 23,1921. This application filed December 19, 1925., Serial No. 76,562.

My invention relates to marine vessels, more particularly to new anduseful improvements in the construction of. the hulls of marine vessels.

The principal objects of my invention are: (1) The provision of a hullembodying such novel features of construction as will involve a markeddiminution of the resisting forces opposing the progress of the vesselthrough the water, and thereby to enable a substantial increase inspeed; (2) the provision of a hull of this character having improvedfeatures of stability, designed to moderate undesirable angularoscillation, whether about a horizontal longitudinal axis or about ahorizontal transverse axis; and (3) the provision of a hull of thischaracter,

with which the propeller and rudder are associated in such manner thatwhile sheltered from surface and wave disturbances, they canreceive,nevertheless, a free and solid flow of water for their efficientoperation, these parts being arranged so that they will be whollysubmerged under all conditions of lading and in all kinds of weather.

' With the foregoing objects in view and others, the inventionresides inthe combination, arrangement, and construction of parts hereinafterdescribed, defined in the appended claims, and illustrated in theaccompanying drawings, forming a material part of this specification;and it will be understood that changes and alterations in the preciseembodiment of the invention as herein dis closed, may be made, to whichchanges and alterations the inventor is entitled, provided the same areeffected within the scope "of what is claimed.

The preferred embodiment of my invention, as reduced to practice, isillustrated in the accompanying drawings, in' which Fig. 1 is a view'inside elevation of a vessel constructed in accordance with my invention;Fig. 2 is an underneath bottom plan view thereof. Figs. 3 to 14represent a series of partial cross-sectional views, taken on Fig. 1,each view being taken onaline thereof, which is indicated by a numeralof reference corresponding to the numeral of its respective figure;thus, Fig. 3 is takenon a line 3-3 of Fig. 1; Fig. 4 on the line 4-4thereof; Fig. 5 on the line 55; and so on. throughout the series. 1 Someof the academic considerations with the details of construction of Inimproved hull are the following :That t e form of the hull structure andthe manner in which It PlOWS through and rides upon the water have muchto do with the rapid movement of the vessel; that the series ofwave-impulses of the sea and the many wakes and eddies resultlng partlytherefrom and partly from the form of the hull and its underwaterfittings constitute serious obstacles to the rapid progress of thevessel; and that the extension laterally with respect to the greatestpossible distance of the center of gravity, of concentrating weights,bilges and keels has an important bearing in reference to controllingthe rolling and pitching which I have been concerned in working out 65'oscillations of the vessel, and more particularly when considered inrelation to the contour and lines of continuity of the hull, and inrelation as well to the location of the propeller and rudder. Thoseskilled in the art will, of course, readily understand that by the termweights I mean the relation which the body parts, extensions, keels,load and the like bear to both the longitudinal and transverse axes.

Having these principles in mind, my improved hull is designed to cleavethe water with'the'least possible resistance and to float ts greatestbreadth of beam, which occurs in the forebody, upon a substantially flatbottom then by weights, bilges and keels to stabilize the vessel,employing as means conducive to that end a pair of longitudinal waterchannels which unite aft of the longitudinal center to form a singlechannel defined by uniformly diverging bilges andkeels and a uniformlyflattening hull bottom; and then finally to have the single channel openin an area spread wider than the rounded stern. Inthis constructionalso, an essential feature is the location of the propeller and therudder underneath the hull aft of its longitudinal center and at theconfluence of the two channels with the single one.

In the accompanying drawings, the hull of the vessel, denoted as anentity by the numeral 15, has-its bow formed with a sharp cutwater 16,the sides 17 of the bow, more particularly the freeboard region thereof,

expanding hurriedly'but along fine :lines to forebody of the vessel.From this point the sidesconverge along very gentle stream-lines towardsthe stern 19, which is gently rounded as shown.-

lVith the cutwater 16' is formed at the water-line a sharp nose 20,which merges by a gentle curve with a deep main or central keel 21, thelatter after a relatively short distance gently inclining upwardly tolie flush with the substantially flat bottom 22, which occurs below andsomewhat in ad- Vance of the greatest width of the beam.

At 23, Where the substantially fiat bottom region 22 merges gently intochannels, as will presently appear, the keel 21 recommences andgradually projects until it reaches its original depth; and then after Icontinuing for a distance it expands latorally to produce an ellipticalpart 24, which is hollow and has communication with the interior of thehull to accommodate the propeller shaft 25 with the fittings therefor.Carried by the shaft 25 aft of the elliptical part is a propeller screw26; and aft of this screw is a rudder 27, operatively supported bysuitable brackets, secured both to the bottom of the hull and to theelliptical figure.

Adjoining the cutwater, the bottom regions 28 of the sides, below thewater-line bilge 29, slope rather precipltously to merge into thecentral keel as shown in Fig. 3.

Here the sides of the hull are concaved as at '30, and the top of thehull is of considerably greater width of beam than at the curves of thebilges at the water-line. Proceeding towards the stern, the bilge 29gradually' increases in size, while the precipitously sloped regions 28gradually become horizontal, as shown in Figs. 4 and 5,1 the bilge 29eventually providing the commencement of an underneath bilge 31. At thesame time the freeboard sides are gradually transformed as shown (Figs.4 to 6) until there occurs the greatest width of beam at the forwardends of bilges 31. 7

Continuing further, the flat bottom is somewhat concaved (Fig. 7); andstill further the underneath bilge. 31 becomes more pronounced and showsthe beginning of 'an underneath side keel 32 (Fig. 8); while the bottomat the point of the recommencement of the central keel merges into twoconcavities, one on each side of the said central keel to provide twolongitudinal channels 33 and 34, as best seen in F i 2.

Both longitudinal sides of the hulli eing, of course, constructedprecisely alike, both of the channels 33' and 34 are defined on theirouter sides by a bilge 31- with its ac- ,companying keel 32. Asillustrated in Fig.

2,.these bilge and keel structures do not extend in parallelism, butthey very gradually diverge as they proceed aft, ultimately termlnatingas at 35 on opposite sides of the 1,5ee,a 12

points 35, and which spreads over an area corresponding to that of therounded stern 19. The arches or concavities defining the channels 33 and34 are transformed in the channel 36 into a single arch 0r concavity,the curvature of which gradually lessens until at the stern there isalmost a flat bottom 37 (Fig. 14).

In the present invention, the engine room 38 with its engine mechanismsis located aft of the longitudinal center over the elliptical part, sothat the vessel will incline with the stern downwardly and the bowupwardly, and thereby enable it, through a reduction of friction, in anobvious manner to obtain a higher speed.

When a vessel, having a hull with the herein-described features ofconstruction, advances through the Water, the bow cleaves the water witha minimum of resistance and disturbance, producing only relatively smallWaves to hamper the vessel in its progress. The provision in theforebody of a substantially flat bottom, where occurs the greatest widthof beam, enables the water to effect a wedging action for elevating theforebody without the production of a progress hampering waves, and tendsat the same time to prevent rolling and pitching oscillations. By meansof the channels, the propeller and rudder are constantly supplied with afree and solid flow of water on which to act efficiently, in all kindsof weather and under all kinds of lading conditions. By locating thepropeller underneath the hull and by providing a substantially fiatstern bottom, I moderate the wake as well as the stern waves. Thespecific contour and lines of continuity of the hull, designed both tolessen frictional resistance and to concentrate th weights, and therelative arrangement of the bilges and keels combined in effect to make:it more diflicult for wave-impulses to impart rolling oscillations tothe vessel; and when the vessel does roll, these features ten'd toproduce a slow periodic time or period of natural roll.

From the foregoing it appears that the construction is as follows: Theforward underwater portion is V-shaped at the stem, joining the sides atthe top parts of the V by bilges, which top parts gradually 'drop withthe descending bilge 29 until the V- shaped portion becomessubstantially flat at line-7 (Fig. 1), where the bilges 29 merge intobilges 31, the latter being providedwith keels 32. Just forward of thekeels 32, the keel 23 starts and these keels form channels 3334 whichmer e into a single channel 36 aft of the propel er and rudder, thechannel being substantially flat at the stern.

Having thus described my invention, what I claim is: v

1. The herein-described vessel-hull having in the forebody its greatestwidth of beam rising over a substantially flat bottom region, channelshaving commencement at said fiat bottom region and extending aft andeventually uniting to discharge as a single channel at the stern.

' 2. The herein-described vessel-hull having in the forebody itsgreatest width of beam rising from a substantially flat bottom region, akeel having curvature to lie substan-. tially flush with said flatbottom region and terminating aft of the longitudinal center, channelshaving commencement at said fiat bottom region and extending along saidkeel one channel on each side thereof, said channels merging at thetermination of the keel to form a single channel which discharges at thestern. I

3. The herein-described vessel-hull having its greatest width of beam inthe forebody and from which the sides converge gently 'towards thestern, bilges and accompanying keels having commencement on the bottombelow said greatest width of beam and extending aft along gentlydiverging lines, the same ultimately running. out at the gentlyconverging sides of the afterbody.

4. The herein-described vessel-hull having a substantially flat bottomarea ,under its forebody, a central keel extending to a point aft of thelongitudinal center, and a side keel on either side of the central keelextend- Ro'cnus MAX a mum rAssv-a. CHIMANG.

